FR3103860A1 - PROCESS FOR LIMITING THE QUANTITY OF POLLUTANTS RELEASED BY A HYBRID VEHICLE THERMAL ENGINE - Google Patents
PROCESS FOR LIMITING THE QUANTITY OF POLLUTANTS RELEASED BY A HYBRID VEHICLE THERMAL ENGINE Download PDFInfo
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- FR3103860A1 FR3103860A1 FR1913659A FR1913659A FR3103860A1 FR 3103860 A1 FR3103860 A1 FR 3103860A1 FR 1913659 A FR1913659 A FR 1913659A FR 1913659 A FR1913659 A FR 1913659A FR 3103860 A1 FR3103860 A1 FR 3103860A1
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- Prior art keywords
- heat engine
- torque
- speed
- maximum
- cmf
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- 238000000034 method Methods 0.000 title claims abstract description 34
- 239000003344 environmental pollutant Substances 0.000 title claims abstract description 27
- 231100000719 pollutant Toxicity 0.000 claims abstract description 26
- 230000001133 acceleration Effects 0.000 claims abstract description 21
- 239000010419 fine particle Substances 0.000 claims abstract description 6
- 238000004519 manufacturing process Methods 0.000 claims abstract description 6
- 230000001105 regulatory effect Effects 0.000 claims abstract description 6
- 238000004590 computer program Methods 0.000 claims description 6
- GNFTZDOKVXKIBK-UHFFFAOYSA-N 3-(2-methoxyethoxy)benzohydrazide Chemical compound COCCOC1=CC=CC(C(=O)NN)=C1 GNFTZDOKVXKIBK-UHFFFAOYSA-N 0.000 claims description 2
- FGUUSXIOTUKUDN-IBGZPJMESA-N C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 Chemical compound C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 FGUUSXIOTUKUDN-IBGZPJMESA-N 0.000 claims description 2
- YTAHJIFKAKIKAV-XNMGPUDCSA-N [(1R)-3-morpholin-4-yl-1-phenylpropyl] N-[(3S)-2-oxo-5-phenyl-1,3-dihydro-1,4-benzodiazepin-3-yl]carbamate Chemical compound O=C1[C@H](N=C(C2=C(N1)C=CC=C2)C1=CC=CC=C1)NC(O[C@H](CCN1CCOCC1)C1=CC=CC=C1)=O YTAHJIFKAKIKAV-XNMGPUDCSA-N 0.000 claims description 2
- 230000001747 exhibiting effect Effects 0.000 abstract 2
- 238000002485 combustion reaction Methods 0.000 description 10
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 5
- 230000037452 priming Effects 0.000 description 5
- 239000003054 catalyst Substances 0.000 description 3
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- 239000002245 particle Substances 0.000 description 3
- 239000007858 starting material Substances 0.000 description 3
- 230000005611 electricity Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 238000001914 filtration Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- B60W2710/0661—Speed change rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/11—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1402—Exhaust gas composition
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
L’invention concerne un procédé pour limiter la production de polluants, notamment de particules fines, d’un moteur thermique de véhicule hybride, ledit véhicule hybride comportant une structure de motorisation comprenant ledit moteur thermique, un moteur électrique, un arbre primaire et un embrayage disposé entre ledit moteur thermique et ledit moteur électrique, ladite structure de motorisation présentant une inertie et ledit moteur thermique présentant un couple maximal de fonctionnement, ledit procédé comprenant une phase A, une phase B et une phase C et au moins les étapes suivantes : une étape de mesure du régime de l’arbre primaire (REGAP), une étape de calcul d’une accélération de régime réel (REGR) dudit moteur thermique, ladite accélération étant égale à (1/INE) x min (CI, CM) et une étape de régulation du régime réel (REGR) du moteur thermique suivant la consigne de régime (RCONS) jusqu’à atteindre ledit régime cible (REGCI). Figure 2The invention relates to a method for limiting the production of pollutants, in particular fine particles, of a heat engine of a hybrid vehicle, said hybrid vehicle comprising a motorization structure comprising said heat engine, an electric motor, a primary shaft and a clutch. arranged between said heat engine and said electric motor, said motor structure exhibiting inertia and said heat engine exhibiting maximum operating torque, said method comprising a phase A, a phase B and a phase C and at least the following steps: a step of measuring the speed of the primary shaft (REGAP), a step of calculating a real speed acceleration (REGR) of said heat engine, said acceleration being equal to (1 / INE) x min (CI, CM) and a step of regulating the actual speed (REGR) of the heat engine according to the speed setpoint (RCONS) until said target speed (REGCI) is reached. Figure 2
Description
L’invention se rapporte à un procédé destiné à être mis en œuvre par un véhicule hybride comprenant un moteur thermique et un moteur électrique. Le procédé permet de réduire la production de particules polluantes, notamment de particules fines.The invention relates to a method intended to be implemented by a hybrid vehicle comprising a heat engine and an electric motor. The method makes it possible to reduce the production of polluting particles, in particular fine particles.
Il est connu de l’état de la technique que certains véhicules hybrides comportent un moteur thermique pouvant être du type essence ou diesel, associé à une deuxième motorisation utilisant une source d'énergie auxiliaire, pouvant être électrique, fonctionnant sans émission de gaz polluants. De tels véhicules se rechargent en électricité, notamment, lors du roulage afin de réduire les consommations d'énergie et les émissions de gaz polluants.It is known from the state of the art that certain hybrid vehicles comprise a thermal engine which can be of the gasoline or diesel type, associated with a second motorization using an auxiliary energy source, which can be electric, operating without the emission of polluting gases. Such vehicles are recharged with electricity, in particular, when driving in order to reduce energy consumption and polluting gas emissions.
Traditionnellement, la structure de motorisation d’un véhicule hybride comprend, au moins, un moteur thermique, un moteur électrique, un embrayage et une boîte de vitesses reliée aux roues, cet ensemble étant relié au moyen d’un arbre primaire. Optionnellement, un moteur électrique de démarrage complète la structure de motorisation du véhicule hybride afin de démarrer le moteur thermique.Traditionally, the motorization structure of a hybrid vehicle comprises, at least, a combustion engine, an electric motor, a clutch and a gearbox connected to the wheels, this assembly being connected by means of a primary shaft. Optionally, an electric starter motor completes the motorization structure of the hybrid vehicle in order to start the heat engine.
Certains véhicules hybrides sont rechargeables en électricité et fonctionnent selon divers modes. Par exemple, on connaît un premier mode associant les deux motorisations, un second mode utilisant uniquement le moteur thermique ou un troisième mode utilisant uniquement le moteur électrique. Pour ce dernier mode, le moteur thermique est alors complètement arrêté. A la demande du conducteur, il est parfois nécessaire de démarrer le moteur thermique, notamment quand la batterie n’est plus suffisamment chargée. Pour atteindre l’accélération de régime demandée par le conducteur, différentes phases se succèdent. Lorsque le démarrage du moteur thermique est amorcé, l’embrayage est ouvert et le moteur thermique est démarré. Puis, dans une phase devant être la plus rapide possible, le système de transmission de puissance et de pilotage du véhicule hybride pilote le moteur thermique afin d’accélérer son régime, également dénommé vitesse de rotation, et ainsi lui permettre finalementd’égaliser le régime de l’arbre primaire. En fin de démarrage du moteur thermique, l’embrayage est fermé. Le régime du moteur thermique est alors le même que celui de l’arbre primaire. C’est lors de la phase de montée en régime du moteur thermique et lors de la fermeture de l’embrayage que les émissions de polluants sont les plus élevées. Dans le cas de démarrage du moteur thermique, il est fréquent que sa température soit proche, voire identique, à la température extérieure au véhicule hybride. Ainsi, les émissions de polluants, et plus particulièrement les émissions de particules fines, sont augmentées.Some hybrid vehicles are rechargeable with electricity and operate in various modes. For example, we know a first mode combining the two engines, a second mode using only the heat engine or a third mode using only the electric motor. For this last mode, the heat engine is then completely stopped. At the driver's request, it is sometimes necessary to start the internal combustion engine, in particular when the battery is no longer sufficiently charged. To reach the acceleration requested by the driver, different phases follow one another. When the combustion engine is started, the clutch is opened and the combustion engine is started. Then, in a phase that must be as fast as possible, the power transmission and control system of the hybrid vehicle controls the heat engine in order to accelerate its speed, also called rotational speed, and thus finally allow it to equalize the speed. of the primary shaft. When the internal combustion engine has started, the clutch is closed. The engine speed is then the same as that of the primary shaft. It is during the heat engine revving phase and when the clutch is closed that pollutant emissions are highest. In the case of starting the heat engine, it is common for its temperature to be close to, or even identical to, the temperature outside the hybrid vehicle. Thus, the emissions of pollutants, and more particularly the emissions of fine particles, are increased.
Les émissions de polluants comportent, notamment, des particules fines, des hydrocarbures imbrûlés, du monoxyde d'azote, ou encore des oxydes d'azote. Ces émissions de polluants sont traitées par des systèmes de post traitement tels que les catalyseurs agissant comme des filtres. Ces catalyseurs traitent la production des émissions de polluants, notamment lors du démarrage du moteur thermique. Ils sont une première solution afin d’éviter le rejet d’une partie de ces particules polluantes dans l’atmosphère.Pollutant emissions include, in particular, fine particles, unburnt hydrocarbons, nitrogen monoxide, or even nitrogen oxides. These pollutant emissions are treated by post-treatment systems such as catalysts acting as filters. These catalysts deal with the production of pollutant emissions, in particular when starting the internal combustion engine. They are a first solution to avoid the release of some of these polluting particles into the atmosphere.
Le document FR 2994920 divulgue une solution alternative aux catalyseurs afin de réduire ces émissions de polluants. Il s’agit d’un procédé d'optimisation du roulage électrique et d'amorçage du système de dépollution d'un moteur thermique, pour véhicule hybride, comprenant une deuxième motorisation alimentée par une réserve d'énergie auxiliaire renouvelable et un moteur thermique de traction comportant au moins un système de dépollution des gaz d'échappement nécessitant une mise en température pour amorcer son fonctionnement. Ce véhicule met en œuvre une stratégie de traction donnant un premier seuil nominal de traction optimisé en énergie, maintenant une traction grâce à la deuxième motorisation si le conducteur demande une puissance inférieure à ce seuil afin d'optimiser la consommation d'énergie. Le procédé établit une stratégie de dépollution donnant un deuxième seuil d'amorçage du système de dépollution, défini par rapport à ce premier seuil nominal de traction et au niveau d'énergie restant dans la réserve d'énergie auxiliaire, favorisant le roulage avec cette énergie en ne demandant pas de démarrage du moteur thermique pour le besoin d'amorçage, si la stratégie de traction ne le demande pas, ou si la demande de puissance du conducteur est inférieure à ce deuxième seuil d'amorçage, permettant d’anticiper les besoins de démarrage du moteur thermique, et d’ajuster un seuil d’amorçage du système de dépollution. Ce procédé permet d’avoir un meilleur filtrage des polluants.Document FR 2994920 discloses an alternative solution to catalysts in order to reduce these pollutant emissions. This is a method for optimizing electric driving and priming the depollution system of a heat engine, for a hybrid vehicle, comprising a second motorization powered by a reserve of renewable auxiliary energy and a heat engine of traction comprising at least one exhaust gas pollution control system requiring warming up to start its operation. This vehicle implements a traction strategy giving a first energy-optimized nominal traction threshold, maintaining traction thanks to the second motorization if the driver requests a power lower than this threshold in order to optimize energy consumption. The method establishes a depollution strategy giving a second threshold for priming the depollution system, defined with respect to this first nominal traction threshold and to the level of energy remaining in the auxiliary energy reserve, favoring rolling with this energy by not requesting the heat engine to be started for the priming requirement, if the traction strategy does not require it, or if the driver's power demand is lower than this second priming threshold, making it possible to anticipate the needs start of the thermal engine, and to adjust a threshold for priming the pollution control system. This process allows for better filtering of pollutants.
L’inconvénient principal de ces solutions est qu’on ne réduit pas à la source la production des polluants. En effet, ces solutions consistent en un traitement des émissions de polluants effectué par des systèmes de dépollution classiques. Ces systèmes de dépollution présentent en outre une masse embarquée supplémentaire. De surcroît, ils sont complexes à mettre en œuvre.The main drawback of these solutions is that the production of pollutants is not reduced at source. Indeed, these solutions consist of a treatment of pollutant emissions carried out by conventional depollution systems. These depollution systems also have additional on-board mass. Moreover, they are complex to implement.
Le but de l’invention est donc de pallier les inconvénients de l’art antérieur en proposant un procédé améliorant la phase de démarrage du moteur thermique afin d’obtenir un compromis entre le régime du moteur thermique souhaité et une quantité limitée de polluants rejetés.The object of the invention is therefore to overcome the drawbacks of the prior art by proposing a method improving the start-up phase of the heat engine in order to obtain a compromise between the speed of the heat engine desired and a limited quantity of pollutants released.
Pour ce faire, l’invention a notamment pour objet un procédé pour limiter la production de polluants, notamment de particules fines, d’un moteur thermique de véhicule hybride, lors de la phase de démarrage dudit moteur thermique, ledit véhicule hybride comportant une structure de motorisation comprenant ledit moteur thermique, un moteur électrique, un arbre primaire et un embrayage disposé entre ledit moteur thermique et ledit moteur électrique, ledit moteur thermique présentant un couple maximal de fonctionnement, ledit procédé mettant en œuvre un ordinateur et comprenant les étapes suivantes:To do this, the subject of the invention is in particular a method for limiting the production of pollutants, in particular fine particles, of a heat engine of a hybrid vehicle, during the start-up phase of said heat engine, said hybrid vehicle comprising a structure engine comprising said heat engine, an electric motor, a primary shaft and a clutch arranged between said heat engine and said electric motor, said heat engine having a maximum operating torque, said method implementing a computer and comprising the following steps:
-une étape a) d’obtention de la quantité maximale de polluants à rejeter ;-a step a) for obtaining the maximum quantity of pollutants to be discharged;
-une étape b) d’obtention d’une courbe de fonctionnement dudit moteur thermique indiquant la quantité de polluants rejetés en fonction du couple générépar ledit moteur thermique ;-a step b) of obtaining an operating curve of said heat engine indicating the quantity of pollutants released as a function of the torque generated by said heat engine;
-une étape c) de détermination d’un couple maximal à générer par ledit moteur thermique pour la quantité de polluants à rejeterà partir de ladite courbe de fonctionnement;-a step c) of determining a maximum torque to be generated by said heat engine for the quantity of pollutants to be released from said operating curve;
-une étape d) de calcul d’un régime cible du moteur thermique à partir dudit couple maximal;-a step d) of calculating a target speed of the heat engine from said maximum torque;
-une étape e) de mesure du régime de l’arbre primaire;-a step e) for measuring the primary shaft speed;
-une étape f) de calcul d’un couple intermédiaire ;a step f) for calculating an intermediate torque;
-une étape g) de calcul d’une accélération du régime réel dudit moteur thermique ;a step g) of calculating an acceleration of the actual speed of said heat engine;
-une étape h) de détermination d’une consigne de régime du moteur thermique à partir de ladite accélération;-a step h) of determining a thermal engine speed setpoint from said acceleration;
-une étape i) de régulation du régime réel du moteur thermique suivant la consigne de régime jusqu’à atteindre ledit régime cible;-a step i) of regulating the actual speed of the heat engine according to the speed setpoint until said target speed is reached;
-une étape j) de régulation du régime réel dudit moteur thermique jusqu’à égaliser ledit régime réel avec ledit régime de l’arbre primaire;-a step j) of regulating the real speed of said thermal engine until said real speed is equalized with said speed of the primary shaft;
De préférence, ledit moteur thermique comporte en outre une machine électrique de démarrage.Preferably, said heat engine further comprises an electric starting machine.
De manière préférée, ledit moteur thermique est du type essence ou diesel.Preferably, said heat engine is of the gasoline or diesel type.
Avantageusement, le couple maximal de fonctionnement est inférieur ou égal à 300 N.m.Advantageously, the maximum operating torque is less than or equal to 300 N.m.
De préférence, ledit procédé comporte en outre une étape d’obtention d’une pondération (POND) de couple, ledit couple intermédiaire CI étant égal à CMF x POND + (1-POND) x minimum (CM, CMF), CMF étant ledit couple maximal de fonctionnement, POND étant ladite pondération de couple, CM étant le couple maximal et minimum (CM, CMF) étant le minimum entre le couple maximal et le couple maximal de fonctionnement.Preferably, said method further comprises a step of obtaining a weighting (POND) of torque, said intermediate torque CI being equal to CMF x POND + (1-POND) x minimum (CM, CMF), CMF being said maximum operating torque, POND being said torque weighting, CM being the maximum and minimum torque (CM, CMF) being the minimum between the maximum torque and the maximum operating torque.
De préférence,ladite structure de motorisation présente une inertie, ladite accélération étant égale à (1/INE) x min (CI, CM), INE étant l’inertie de ladite structure de motorisation (INE), CI étant ledit couple intermédiaire, CM étant le dit couple maximal et min (CI, CM) étant le minimum entre ledit couple intermédiaire et ledit couple maximal.Preferably, said motorization structure has an inertia, said acceleration being equal to (1/INE) x min (CI, CM), INE being the inertia of said motorization structure (INE), CI being said intermediate torque, CM being said maximum torque and min (CI, CM) being the minimum between said intermediate torque and said maximum torque.
De préférence, ledit procédé comporte en outre une étape k) de fermeture de l’embrayage.Preferably, said method further comprises a step k) of closing the clutch.
De préférence, le régime de l’arbre primaire est inférieur ou égal à 3000 tours par minute.Preferably, the primary shaft speed is less than or equal to 3000 revolutions per minute.
De préférence, ledit régime cible est inférieur ou égal à 3500 tours par minute.Preferably, said target speed is less than or equal to 3500 revolutions per minute.
L’invention concerne également un système de traitement de données comprenant un processeur configuré pour mettre en œuvre les étapes a) à k) du procédé.The invention also relates to a data processing system comprising a processor configured to implement steps a) to k) of the method.
L’invention se rapporte en outre à un produit de type programme d’ordinateur, comprenant au moins une séquence d’instructions stockée et lisible par un processeur et qui, une fois lue par ce processeur, provoque la réalisation des étapes a) à k) du procédé.The invention further relates to a product of the computer program type, comprising at least one sequence of instructions stored and readable by a processor and which, once read by this processor, causes steps a) to k to be performed. ) of the process.
L’invention concerne aussi un support lisible par un ordinateur comportant le produit de type programme d’ordinateur.The invention also relates to a computer-readable medium comprising the computer program type product.
On décrira ci-après, à titre d’exemples non limitatifs, des formes d’exécution de la présente invention, en référence aux figures annexées sur lesquels :There will be described below, by way of non-limiting examples, embodiments of the present invention, with reference to the appended figures in which:
En référence à la figure 1, il est représenté schématiquement une structure de motorisation d’un véhicule hybride. Cette structure de motorisation comprend un moteur thermique 8, un moteur électrique 13, un embrayage 9, une boîte de vitesses 10, des roues 12, le tout relié au moyen d’un arbre primaire 11. Cette structure de motorisation est complétée par un moteur électrique de démarrage 14 permettant de démarrer ledit moteur thermique 8. Le moteur thermique 8 est démarré, lorsque cela est nécessaire, par l’intermédiaire d’un système de transmission de puissance et de pilotage 7 relié au moteur électrique de démarrage 14.Referring to Figure 1, there is shown schematically a motorization structure of a hybrid vehicle. This motorization structure comprises a heat engine 8, an electric motor 13, a clutch 9, a gearbox 10, wheels 12, all connected by means of a primary shaft 11. This motorization structure is completed by a motor electric starter 14 for starting said heat engine 8. The heat engine 8 is started, when necessary, via a power transmission and control system 7 connected to the electric starter motor 14.
En référence maintenant à la figure 2, il est représenté, en fonction du temps, le régime de l’arbre primaire REGAP en tours par minute, le régime cible REGCI du moteur thermique 8, le régime réel REGR du moteur thermique 8 et la consigne de régime RCONS du moteur thermique 8. Le régime cible REGCI dudit moteur thermique 8 est supérieur ou égal au régime de l’arbre primaire REGAP durant la phase de démarrage du moteur thermique 8. Le régime cible REGCI est déterminé par une consigne provenant du conducteur, par exemple au moyen d’un actionneur tel qu’une pédale d’accélérateur. Cette consigne se traduit par le démarrage dudit moteur thermique 8. Les phases successives du démarrage dudit moteur thermique 8 sont représentées sur la figure 2 avec tout d’abord une phase A correspondant à la phase de démarrage du moteur thermique 8. La phase B représente l’accélération du régime réel REGR du moteur thermique 8. Durant la phase B, la pente de la courbe de régime réel REGR dudit moteur thermique 8 est plus importante que pendant les autres phases. Enfin, la phase C représente l’égalisation du régime réel REGR dudit moteur thermique 8 et du régime de l’arbre primaire REGAP afin de fermer finalement l’embrayage 9. Le régime réel REGR dudit moteur thermique 8 se superpose alors avec le régime de l’arbre primaire REGAP.Referring now to FIG. 2, there is represented, as a function of time, the speed of the primary shaft REGAP in revolutions per minute, the target speed REGCI of the heat engine 8, the actual speed REGR of the heat engine 8 and the setpoint speed RCONS of the heat engine 8. The target speed REGCI of said heat engine 8 is greater than or equal to the speed of the primary shaft REGAP during the start-up phase of the heat engine 8. The target speed REGCI is determined by an instruction from the driver , for example by means of an actuator such as an accelerator pedal. This instruction results in the starting of said thermal engine 8. The successive phases of the starting of said thermal engine 8 are represented in FIG. 2 with first of all a phase A corresponding to the starting phase of thermal engine 8. Phase B represents the acceleration of the real speed REGR of the heat engine 8. During phase B, the slope of the real speed curve REGR of said heat engine 8 is greater than during the other phases. Finally, phase C represents the equalization of the real speed REGR of said heat engine 8 and the speed of the main shaft REGAP in order to finally close the clutch 9. The real speed REGR of said heat engine 8 is then superimposed with the speed of the REGAP primary shaft.
En référence dorénavant à la figure 3, il est représenté, en fonction du temps, la position POS de la pédale d’accélérateur dudit véhicule hybride et le couple réel CPLR généré par le moteur thermique 8. Lorsque le conducteur appuie sur la pédale d’accélérateur, le système de transmission de puissance et de pilotage 7 du moteur traduit la position POS de la pédale d’accélérateur, par un couple réel CPLR à transmettre audit moteur thermique 8. Ce couple réel CPLR induit un régime réel REGR dudit moteur thermique 8. Le régime réel REGR dudit moteur thermique 8 diffère légèrement de la consigne de régime RCONS.Referring henceforth to FIG. 3, there is represented, as a function of time, the position POS of the accelerator pedal of said hybrid vehicle and the real torque CPLR generated by the combustion engine 8. When the driver presses the pedal accelerator, the power transmission and control system 7 of the engine translates the position POS of the accelerator pedal, by a real torque CPLR to be transmitted to said heat engine 8. This real torque CPLR induces a real speed REGR of said heat engine 8 The actual speed REGR of said heat engine 8 differs slightly from the speed setpoint RCONS.
L’avantage de l’invention est de limiter la quantité de polluants rejetés dans l’environnement extérieur au véhicule, en ajustant l’accélération du régime réel REGR du moteur thermique 8. En outre, il est défini un couple maximal CM à ne pas dépasser pour limiter la quantité de polluants rejetés. Typiquement, pour un moteur thermique dont le couple maximal de fonctionnement CMF est de 300 N.m, le couple maximal CM pour limiter la quantité de polluants est compris entre 70 et 90 N.m.The advantage of the invention is to limit the quantity of pollutants released into the environment outside the vehicle, by adjusting the acceleration of the real speed REGR of the heat engine 8. In addition, a maximum torque CM is defined not to be exceed to limit the quantity of pollutants released. Typically, for a heat engine whose maximum operating torque CMF is 300 N.m, the maximum torque CM to limit the quantity of pollutants is between 70 and 90 N.m.
Le procédé selon l’invention exploite la courbe de fonctionnement CFONC dudit moteur thermique 8, dénommée également cartographie moteur, indiquant la quantité de polluants rejetés en fonction du couple réel CPLR généré par ledit moteur thermique 8. Cette courbe de fonctionnement CFONC est généralement obtenue au moyen d’essais sur ledit moteur thermique 8 dans différentes configurations de fonctionnement.The method according to the invention uses the CFONC operating curve of said heat engine 8, also called engine mapping, indicating the quantity of pollutants released as a function of the actual CPLR torque generated by said heat engine 8. This CFONC operating curve is generally obtained at test means on said heat engine 8 in different operating configurations.
Ensuite, le couple maximal CM à générer par le moteur thermique 8 pour une quantité maximale de polluants à rejeter QTEMest déterminé par la lecture de ladite courbe de fonctionnement CFONC. Une pondération de couple POND est appliquée dans le procédé selon l’invention. La pondération de couple POND permet de réduire la vitesse de montée en régime dudit moteur thermique 8 et donc d’agir sur la pente de la courbe de son régime. Par exemple, la pondération de couple POND est égale à 0,8.Next, the maximum torque CM to be generated by the heat engine 8 for a maximum quantity of pollutants to be released QTEM is determined by reading said operating curve CFONC. A POND torque weighting is applied in the method according to the invention. The torque weighting POND makes it possible to reduce the speed at which said heat engine 8 comes into service and therefore to act on the slope of the curve of its speed. For example, the POND torque weight is 0.8.
Une étape de mesure du régime de l’arbre primaire REGAPest ensuite mise en œuvre. Le régime cible REGCI du moteur thermique 8 est fixé supérieur ou égal au régime de l’arbre primaire REGAP. Le régime cible REGCI dudit moteur thermique 8 est déterminé au moyen de la position de la pédale d’accélérateur POS.A stage for measuring the speed of the REGAP primary shaft is then implemented. The target speed REGCI of the internal combustion engine 8 is set to be greater than or equal to the speed of the primary shaft REGAP. The target speed REGCI of said thermal engine 8 is determined by means of the position of the accelerator pedal POS.
On obtient ensuite le couple maximal de fonctionnement CMF du moteur thermique 8 et l’inertie de la structure de motorisation INE du véhicule hybride. On calcule ensuite un couple intermédiaire CI, ledit couple intermédiaire étant égal à CMF x POND + (1-POND) x minimum (CM, CMF), CMF étant ledit couple maximal de fonctionnement (CMF), POND étant ladite pondération de couple (POND), CM étant le couple maximal (CM) et minimum (CM, CMF) étant le minimum entre le couple maximal (CM) et le couple maximal de fonctionnement (CMF).The maximum operating torque CMF of the heat engine 8 and the inertia of the motorization structure INE of the hybrid vehicle are then obtained. An intermediate torque CI is then calculated, said intermediate torque being equal to CMF x POND + (1-POND) x minimum (CM, CMF), CMF being said maximum operating torque (CMF), POND being said torque weighting (POND ), CM being the maximum torque (CM) and minimum (CM, CMF) being the minimum between the maximum torque (CM) and the maximum operating torque (CMF).
L’accélération ACC de régime réel REGR est ensuite calculée,ladite accélération (ACC) étant égale à (1/INE) x min (CI, CM), INE étant l’inertie de la structure de motorisation (INE), CI étant ledit couple intermédiaire, CM étant le dit couple maximal (CM) et min (CI, CM) étant le minimum entre ledit couple intermédiaire (CI) et ledit couple maximal (CM). L’accélération de régime réel REGR du moteur thermique 8 est contrôlée et par conséquent les émissions de polluants sont limitées. Traditionnellement, on cherche à atteindre le régime maximal le plus rapidement possible à partir du l’instant où l’on démarre le moteur thermique 8. Par exemple, si l’on souhaite atteindre un régime maximal de 3000 tours par minute, le temps nécessaire est compris entre 600 et 800 millisecondes. Le procédé selon l’invention permet de contrôler, notamment, la phase débutant au moment du démarrage du moteur thermique et l’atteinte du régime maximal. Par exemple, dans un mode de réalisation particulier de l’invention, un régime maximal de 3000 tours par minute est atteint en 900 millisecondes.The real speed acceleration ACC REGR is then calculated, said acceleration (ACC) being equal to (1/INE) x min (CI, CM), INE being the inertia of the motorization structure (INE), CI being said intermediate torque, CM being said maximum torque (CM) and min (CI, CM) being the minimum between said intermediate torque (CI) and said maximum torque (CM). The actual speed acceleration REGR of the heat engine 8 is controlled and consequently the emissions of pollutants are limited. Traditionally, it is sought to reach the maximum speed as quickly as possible from the moment when the thermal engine 8 is started. For example, if it is desired to reach a maximum speed of 3000 rpm, the time required is between 600 and 800 milliseconds. The method according to the invention makes it possible to control, in particular, the phase beginning at the time of starting of the thermal engine and the reaching of the maximum speed. For example, in a particular embodiment of the invention, a maximum speed of 3000 revolutions per minute is reached in 900 milliseconds.
Lors du démarrage du moteur thermique 8, le conducteur demande une augmentation de régime réel REGR audit véhicule, au moyen de la pédale d’accélérateur. Le système de transmission de puissance et de pilotage 7 détermine ainsi un régime cible REGCI à atteindre en fonction de la demande du conducteur. Dans un mode de réalisation particulier de l’invention, ledit régime cible REGCI est de 3000 tours par minute. Dans un autre mode de réalisation particulier de l’invention, la détermination du régime cible REGCI est réalisée simultanément avec l’étape de calcul du couple maximal CM pour une quantité maximale de polluants (QTEM) à rejeter. Il est ensuite déterminé la consigne de couple moteur CONSMT que le système de transmission de puissance et de pilotage 7 envoie au moteur thermique 8. La consigne de couple moteur CONSMT est déterminée grâce au régime cible REGCI à atteindre et à l’accélération ACC du régime du moteur thermique calculée. Finalement, lors d’une phase C, le régime réel REGR du moteur thermique 8 est ensuite régulé afin d’égaliser, ou quasiment égaliser, le régime de l’arbre primaire REGAP.When starting the combustion engine 8, the driver requests an increase in the real speed REGR of said vehicle, by means of the accelerator pedal. The power transmission and control system 7 thus determines a target speed REGCI to be reached according to the driver's request. In a particular embodiment of the invention, said REGCI target speed is 3000 revolutions per minute. In another particular embodiment of the invention, the determination of the target speed REGCI is carried out simultaneously with the step of calculating the maximum torque CM for a maximum quantity of pollutants (QTEM) to be rejected. The engine torque setpoint CONSMT is then determined that the power transmission and control system 7 sends to the heat engine 8. The engine torque setpoint CONSMT is determined thanks to the target speed REGCI to be reached and the acceleration ACC of the speed of the calculated heat engine. Finally, during a phase C, the real speed REGR of the heat engine 8 is then regulated in order to equalize, or almost equalize, the speed of the primary shaft REGAP.
La présente invention peut s’appliquer aux véhicules hybrides comportant un moteur thermique de type essence ou diesel. Dans un mode de réalisation, le procédé selon l’invention met en œuvre un ordinateur, tel qu’un calculateur. La présente invention peut être mise en œuvre au moyen d’un système de traitement de données comprenant un processeur configuré pour mettre en œuvre toutes les étapes du procédé. En outre un produit de type programme d’ordinateur comprenant au moins une séquence d’instructions stockée et lisible par un processeur et qui, une fois lue par ce processeur, provoque la réalisation des étapes du procédé. Un support lisible par un ordinateur comporte ledit produit de type programme d’ordinateur.The present invention can be applied to hybrid vehicles comprising a heat engine of the gasoline or diesel type. In one embodiment, the method according to the invention implements a computer, such as a calculator. The present invention can be implemented by means of a data processing system comprising a processor configured to implement all the steps of the method. In addition, a product of the computer program type comprising at least one sequence of instructions stored and readable by a processor and which, once read by this processor, causes the steps of the method to be carried out. A computer-readable medium includes said computer program product.
En outre, la présente invention permet de limiter, en particulier, les émissions de particules de moins de 20 nanomètres.In addition, the present invention makes it possible to limit, in particular, the emissions of particles of less than 20 nanometers.
Claims (10)
- une étape a) d’obtention de la quantité maximale de polluants (QTEM) à rejeter ;
- une étape b) d’obtention d’une courbe de fonctionnement (CFONC) dudit moteur thermique (8) indiquant la quantité de polluants rejetés en fonction du couple générépar ledit moteur thermique (8) ;
- une étape c) de détermination d’un couple maximal (CM) à générer par ledit moteur thermique (8) pour la quantité de polluants à rejeter (QTEM)à partir de ladite courbe de fonctionnement (CFONC);
- une étape d) de calcul d’un régime cible (REGCI) du moteur thermique (8) à partir dudit couple maximal (CM);
- une étape e) de mesure du régime de l’arbre primaire (REGAP);
- une étape f) de calcul d’un couple intermédiaire (CI);
- une étape g) de calcul d’une accélération (ACC) du régime réel (REGR) dudit moteur thermique (8);
- une étape h) de détermination d’une consigne de régime (RCONS) du moteur thermique (8) à partir de ladite accélération (ACC);
- une étape i) de régulation du régime réel (REGR) du moteur thermique (8) suivant la consigne de régime (RCONS) jusqu’à atteindre ledit régime cible (REGCI);
- une étape j) de régulation du régime réel (REGR) dudit moteur thermique (8) jusqu’à égaliser ledit régime réel (REGR) avec ledit régime de l’arbre primaire (REGAP).Method for limiting the production of pollutants, in particular fine particles, of a heat engine (8) of a hybrid vehicle, during the start-up phase of said heat engine (8), said hybrid vehicle comprising a motorization structure comprising said heat engine (8), an electric motor (13), a primary shaft (11) and a clutch (9) disposed between said heat engine (8) and said electric motor (13), said heat engine (8) having a maximum torque of operation (CMF), said method implementing a computer and comprising the following steps:
- a step a) of obtaining the maximum quantity of pollutants (QTEM) to be discharged;
- a step b) of obtaining an operating curve (CFONC) of said heat engine (8) indicating the quantity of pollutants released as a function of the torque generated by said heat engine (8);
- a step c) of determining a maximum torque (CM) to be generated by said heat engine (8) for the quantity of pollutants to be released (QTEM) from said operating curve (CFONC);
- a step d) of calculating a target speed (REGCI) of the heat engine (8) from said maximum torque (CM);
- a step e) for measuring the speed of the primary shaft (REGAP);
- a step f) of calculating an intermediate torque (CI);
- a step g) of calculating an acceleration (ACC) of the actual speed (REGR) of said heat engine (8);
- a step h) of determining a speed setpoint (RCONS) of the heat engine (8) from said acceleration (ACC);
- a step i) of regulating the actual speed (REGR) of the heat engine (8) according to the speed setpoint (RCONS) until said target speed (REGCI) is reached;
- a step j) of regulating the real speed (REGR) of said heat engine (8) until said real speed (REGR) is equalized with said speed of the primary shaft (REGAP).
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1913659A FR3103860B1 (en) | 2019-12-03 | 2019-12-03 | PROCESS FOR LIMITING THE QUANTITY OF POLLUTANTS RELEASED BY A HYBRID VEHICLE THERMAL ENGINE |
| CN202080084254.XA CN114729602B (en) | 2019-12-03 | 2020-11-12 | Limiting method for limiting the amount of pollutants discarded by an internal combustion engine of a hybrid vehicle |
| PCT/FR2020/052062 WO2021111049A2 (en) | 2019-12-03 | 2020-11-12 | Method for limiting the quantity of pollutants expelled by a hybrid vehicle combustion engine |
| EP20861954.4A EP4069958A2 (en) | 2019-12-03 | 2020-11-12 | Method for limiting the quantity of pollutants expelled by a hybrid vehicle combustion engine |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1913659A FR3103860B1 (en) | 2019-12-03 | 2019-12-03 | PROCESS FOR LIMITING THE QUANTITY OF POLLUTANTS RELEASED BY A HYBRID VEHICLE THERMAL ENGINE |
| FR1913659 | 2019-12-03 |
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| Publication Number | Publication Date |
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| FR3103860A1 true FR3103860A1 (en) | 2021-06-04 |
| FR3103860B1 FR3103860B1 (en) | 2021-11-19 |
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| FR1913659A Active FR3103860B1 (en) | 2019-12-03 | 2019-12-03 | PROCESS FOR LIMITING THE QUANTITY OF POLLUTANTS RELEASED BY A HYBRID VEHICLE THERMAL ENGINE |
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| Country | Link |
|---|---|
| EP (1) | EP4069958A2 (en) |
| CN (1) | CN114729602B (en) |
| FR (1) | FR3103860B1 (en) |
| WO (1) | WO2021111049A2 (en) |
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2020
- 2020-11-12 EP EP20861954.4A patent/EP4069958A2/en active Pending
- 2020-11-12 WO PCT/FR2020/052062 patent/WO2021111049A2/en unknown
- 2020-11-12 CN CN202080084254.XA patent/CN114729602B/en active Active
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Also Published As
| Publication number | Publication date |
|---|---|
| FR3103860B1 (en) | 2021-11-19 |
| EP4069958A2 (en) | 2022-10-12 |
| CN114729602B (en) | 2024-05-24 |
| WO2021111049A2 (en) | 2021-06-10 |
| CN114729602A (en) | 2022-07-08 |
| WO2021111049A3 (en) | 2021-07-29 |
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